ES2337388T3 - TRAIN CONTROL SYSTEM. - Google Patents

Abstract

A train control system comprises an interlocking for producing signalling information, processing equipment for communication with a train for relaying safety information therebetween and an interface between the interlocking and the processing equipment, wherein the interface is bi-directional to enable signals to be passed between the processing equipment and the interlocking in both directions, and the processing equipment passes indications between the processing equipment and the interlocking that modify interlocking functions and / or enable delegation of specific interlocking functions to the processing equipment.

Description

Control system for trains.

This invention relates to a system of control for railways.

Conventionally an interlocking is used to maintain the safety of train movements along of sections of roads established, blocked and maintained for use of a particular train. Functions such as demarcation of route, route lock, aspect control and route release are among the functions commonly implemented in accordance with the Standard signaling practices within an interlocking. These functions are conventionally based on information obtained of train detection sections such as circuits in axis counting tracks or sections.

By adding specialized team of processing and communications both along the tracks, for example, as with each train, the operation of the railways can be improved with the supply of an automatic train control. exist several examples in operation and in development, in particular the European Train Control System (ETCS), part of the European Rail Traffic Management System (ERTMS). The use of this additional equipment offers, among other things, the possibility of operating trains with greater speed and lower interval between trains than those allowed by the use of signage along the tracks alone. A train that incorporate this additional equipment, and therefore have the additional automatic train protection (PAT) functionality and the ability to allow communications, hereafter called an "equipped train." A train "not equipped" no account with this equipment, and therefore, it is conducted based on the manual observation of the aspects of the signals only.

Typically, in a train control system to communications base, the equipment of each equipped train determines the absolute position of the train on the tracks. The team on board the train reports this position on the track to the processing team of signals, e.g., the Trackside Processing Equipment (TPE), through of the communications system, either at frequent intervals, or when it reaches a definite place.

The processing equipment along the tracks monitors signaling information from the interlocking and determines, from this information, and possibly also from their own knowledge about the location of other trains, the extent to which permission can be granted for a train to proceed on the track. This movement permit You can communicate to the team on board the train from the team Processing along the tracks.

Through the use of train knowledge and characteristics of the track, the location of the train and the permit movement issued for the train, the equipment on board the train calculates one or more braking profiles that can be used to ensure that the train does not exceed the movement permit that has been granted.

It is obvious that this integration of a system train control based on communications with signaling conventional next to the tracks involves various sources of information on the location of the train, with temporary problems partners, and a shared responsibility for some of The signaling functions. This results in a series of functional implications for the system in general, by example:

(I)

He permission to proceed beyond the point of entry to a route can be granted from the processing equipment along the tracks to any train at any location, regardless of whether they can be seen or not the signs on the shoulder.

(II)

Yes permission to proceed beyond the point of entry to a route from the tracks, recognition, by the team to train board, that the permit has been withdrawn is not directly related to the replacement of any aspect of the signals in the shoulder

(III)

In the cases in which there are conventional signs on the shoulder, all motion permit must match the aspects of signals displayed, and should not need aspects to have meanings different for the driver depending on the train that is operate

(IV)

He processing equipment along the tracks must be able to distinguish between the withdrawal of the permit due to the entry of a train to the route, and the withdrawal of the permit due to the cancellation of the route.

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An objective of the present invention is to provide a train control system that resolves the implications before mentioned. This is achieved through the use of a novel interface between the interlocking equipment, as it could be applied to the purposes of signaling on a conventional railroad, and a processing team next to the routes that communicates information security related to, and receive information related to safety of one or more trains within a defined area of the railway. In particular, this interface allows a flow bidirectional information between the interlocking equipment and the processing equipment This interface allows improvements in terms of safety, reliability and performance in the operations of a equipped rail An important contributing factor of these benefits is the implementation of a loop control method closed that safely manages the various sources of train location information.

MILIUS, B: "STELLWERKE VON MORGEN: WELCHE ROLLE KANN DAS STELLWERKE IN EINEM ETCS-LEVEL3-SYSTEM NOCH SPIELEN? INTERLOCKINGS FOR TOMORROW: HOW TO INTEGRATE INTERLOCKINGS IN ETCS LEVEL 3 SYSTEMS "ZEVRAIL - GLASERS ANNALEN, GEORG SIEMENS VERLAG, BERLIN, DE, vol. 126, no. 2/3, 2002, p. 106-114, XP001145097 ISSN: 1618-8330, reveals a system that has the features pre-catheters of claim 1.

In accordance with the present invention, a train control system consisting of an interlocking for generate signaling information, processing equipment for communicate with the train for the mutual transmission of information from security, and an interface between the interlocking and the equipment processing in which the interface is bidirectional for allow signals to be transmitted between the equipment processing and interlocking in both directions; in which the processing equipment transmits indications between the equipment processing and interlocking that modify the functions of interlocking and / or allow delegation to the processing team of specific interlocking functions; in which the team of processing indicates to the interlocking the routes on which a train The approach is under the control of the processing team; Y in which the processing equipment only indicates that the train to be approach to a route is under the control of the team of processing if the interlocking indicates that it is a valid itinerary, characterized in that the processing equipment indicates that the train approaching a route is under control of the processing equipment when the train has a permit that allows you to move to the point of entry to the route.

The processing team may indicate that the train approaching a route is under the control of the team of processing when the train reports a position in which the train head is within a distance defined by behind the route entry point.

Preferably, the interlocking provides the processing equipment an indication to proceed towards a route specific indicating that the processing team can authorize the train entrance that approximates the specific route. He interlocking can supply the processing equipment with a indication of proceeding to a specific route if satisfied the appropriate signaling conditions that allow entry to the route, and the processing team indicates that the train is approach to a route is under the control of the team of processing The interlocking can maintain the indication of proceed towards a specific route until any of the The following events:

to)

he processing equipment removes the indication to the interlocking that the next train is under the control of the processing equipment; or

b)

he interlocking detects a series of conditions in which it is emergency withdrawal of the indication to proceed is necessary Towards a specific route.

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In this case, the processing team can remove the interlocking indication that the train is approximates a route is under the control of the processing team if the train informs the processing team that the head of the Train has passed the entry point to the route. Alternative and / or additionally, the processing team can remove the indication to the interlocking that the train approaching a route is under the control of the processing team if the interlocking removes the indication that there is a route itinerary valid, or if the processing team withdraws the indication to interlocking that the train approaching a route is under the control of the processing equipment if the permission granted to the train no longer allows movement to the point of entry to the route.

It is an advantage that the interlocking can only establish a specific aspect of proceeding on the shoulder if provided an indication to proceed along that specific route to processing equipment

Preferably, the processing equipment indicates to the interlocking the individual routes that are subject to external approach lock. The processing team can indicate that a route is subject to external approach blocking when the train approaching a route is under the control of processing and interlocking equipment indicates that there is a valid route itinerary.

The interlocking can prevent the release of a route if the processing team indicates that the routes are subject to external approach lock.

The interlocking can supply the equipment with processing indication proceed by a specific route that indicates that the processing team can authorize the train to be approximates to enter that specific route. Interlocking only can provide an indication to proceed by a specific route to processing equipment if the conditions of appropriate signage that allows entry to the route, and the processing equipment indicates that the route is subject to blockage of external approach The processing team can remove the indication to the interlocking that a route is subject to blocking external approach when the interlock removes the indication proceed by a specific route and the processing team already does not require that the external approach lock be maintained. He processing equipment may no longer require blocking of external approach if the train informs the processing team that the head of the train has crossed the entry point to the route. Alternatively and / or additionally, the processing equipment can already do not require external approach blocking if the equipment processing has not granted the train a permit to transfer the entry point to the route, or if a permit is withdrawn previously granted to transfer the route entry point, and the train indicates that it has stopped or that it can stop behind from the route entry point, or if a permit is withdrawn previously granted to transfer the entry point to the route and has  enough time for the train to cancel its own permission to move and for the train to stop.

Now the invention will be described, by way of for example, with reference to the attached plan, in which:

Fig. 1 schematically represents an arrangement of train control according to the present invention.

Fig. 1 shows a train control arrangement consisting of an interlocking that can control signaling and changing tracks, and receiving train detection signals. It also shows a processing equipment next to the tracks connected to a radio communications equipment for exchange of information related to safety with the equipment on board the train. The interlocking and processing equipment along the tracks  They are connected through a bi-directional interface.

In the following description, the present invention described with reference to the "normal" functions of a railway signaling system, such as lock and release of routes.

Route Demarcation and Permission Grant

As with signaling conventional, a route is fixed from signal to signal. May not exist a sign on the shoulder at the beginning or end of each route, but the concept of a signal-to-signal route exists in terms of the interlocking logic and interaction with the Trackside Processing Equipment (TPE). Also, the interlocking maintains the responsibility for all route-based functions, for example, lock, release, etc., while using information provided by the TPE in addition to that provided from the tracks. When there are signs on the shoulder, one aspect can be supplied independent for equipped trains.

In order to grant the correct permission to a train approaching, the interlocking (I / L) should know if the train is equipped or not, and if it is under the control of the TPE. The precise TPE know which route has been established, and when it is safe for the train enter the route, in order to grant the movement permit Right. The following indications are provided in the TPE-I / L interface in order to achieve these functions:

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When a route is called from a system control, the route, if available, is established and locked by the interlocking in the normal way. One time established and blocked the route, the interlocking can clear the sign next to the tracks, if any and if the route is clear, according to the conventional sequence of aspects of the shoulder. This allows an unskilled train enter the route in the normal way. He interlocking also transmits route information to the TPE mode of an "Authorized Route" indication, which indicates the entry point to the route and the route established from same. This route indication can be transmitted from the interlocking after the route has been established and blocked, or at any time during route establishment.

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If after receiving the information from Authorized Route, the permission of movement of a train reaches this route entry point (or has already reached it), the TPE tells you to interlocking by setting a lock bit of Approximation by TPE for said route, together with the Request for Proceed. Once the route is established and blocked and the TPE has applied the approach lock for the route along with a request for the train to proceed beyond the point of entry to the route, the interlocking responds to the TPE with a Indication of Proceed, and may exhibit any additional aspect on the shoulder to the approaching equipped train. Once received from interlocking the Proceed indication, the TPE can grant the train a movement permit that allows you to enter the route.

The same process is repeated to extend the movement permit beyond each route entry point successively. The order in which it is called is not important route or an MA reaches the point of entry, the TPE waits for it satisfy both conditions before applying approach by TPE and request permission to proceed.

An exception is made for a train that is communicates with the TPE but has not received a permit from movement. In this case, the TPE only sets a Blocking bit. Approach by TPE and Request to Proceed for a route set as Authorized Route if the train reports a position that indicates that the head of the train is within a distance defined behind the route entry point. This is a process called "Clear Route Test", which ensures that there is no second train, which the TPE does not know, between the first Communication train and the route entry point. Distance defined is selected so that if there is a second train, it would have to occupy the route before the route entry point in order to allow the first train in communication to enter the defined distance behind the entry point. If he interlocking detects any train entering the route, this one prevent the establishment of a permit to proceed to the TPE, of not have already been established, until the conditions to detect the entrance to the route has been normalized.

The interaction between the TPE and the interlocking ensures that each signal on the shoulder for which the train has a permit to proceed, be presented to the driver of an equipped train the additional aspect, regardless of the scope of the permit before the signal. In addition, this interaction also ensures that the additional aspect is presented only to drivers of equipped trains, and that non-equipped train drivers Keep watching sequences of normal aspects.

The interaction between the TPE and the interlocking also ensures that before granting a train a permit movement to transfer the entry point to a route, apply a total approach lock, even when the train is not inside of the conventional approach blocking distance of the point of entrance to the route.

Route Release i) Train on the Road

The normal route release process is produced after the train enters the route. For a train equipped, it is necessary that both the interlocking and the TPE detect the train on the route before you can start the procedure Normal route release. The interlock detects a train that enter a route through the detection sections of trains, while the TPE can use the position reported from the train. Therefore, the interlocking and TPE information may not be received at the same time; but the detection sequence It's not important.

The interlocking maintains the indication of Proceed to the TPE until the TPE withdraws its Request to Proceed, even when the interlock has detected that the train is in the route. This is to ensure that, from the point of view of the TPE, the permission to proceed does not appear to have been replaced before the apparent location (that is, the last reported position) of the train. Similarly, the interlocking should not initiate the release of route until the TPE Approach Block has been withdrawn, even when the conditions have been met Conventional for route release. However, the interlocking can withdraw an indication of Authorized Route and change the appearance of the signs on the shoulder when the meet the conventional conditions of "train entered the route".

When the train reports a position on the route, The TPE withdraws the Request to Proceed on the interface at interlocking The interlocking responds by removing the indication of Proceed on the TPE interface and the TPE response to this is remove the TPE Approach Block.

The TPE will not reimpose the Request to Proceed until the Authorized Route is cleared and reassigned, and the interlocking will not reimpose the Authorized Route until TPE Approach Block has been removed. This ensures that the interaction is completed for each train, and that all possibility that a wrong train misinterprets the permission of Proceed.

ii) Canceled Route

If the keeper requests the cancellation of a route ahead of a train, this will result in the replacement of signs on the shoulder. The cancellation request is also transmits to the TPE, if appropriate, by withdrawing both of Proceed as an Authorized Route for that route. According to position and train speed, there are different conditions that must Satisfy before clearing the route. In each of these cases, both the interlocking and the TPE must deactivate their own approach lock before the route can be released. He interlocking applies a conventional approach lock with the Same conditions as you would without the TPE. For a train no equipped, this will be the only approach lock applied. For an equipped train, the TPE additionally applies its own blocking of approach. In order to allow an earlier indication of permission to proceed, and higher speeds on trains, the TPE approach lock is probably applied on a distance greater than the interlocking. For an equipped train that  is not within the conventional blocking distance of the start of the route when the route is canceled, blocking TPE approach would be the only block applied. The interlocking approach lockout deactivation conventional is normal for railroad in particular, and it is not described in detail herein.

Deactivation of Approach Lock by TPE can lead to a number of different scenarios. Soon, The TPE Approach Block can be removed:

to)

from immediately if the train has not yet been granted a movement permit of entry to the canceled route; or

b)

whether grant a train a shorter permit to the initial place of the route canceled, and the train stops or confirms that it can stop behind said position; or

C)

after a short time, if the train informs that it has already entered the route. This small delay is to ensure that the interlocking also has detected the train on the route before removing the TPE approach.

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In order to anticipate the possible loss of communication with the train, the TPE can also deactivate its blocking  of approach after expiring the programmed time in a timer The lapse of the timer ensures that the train complete the time of your own movement permit, and let the train Have time to get to stop.

Another possibility would be to miss the communication between the interlocking and the TPE, in which case, the interlocking will operate a timer before presuming that the TPE approach lock has been deactivated. This one as well timer provides for the worst case scenario to withdraw the train movement permit and that the train reaches stop

As already stated, if a train indicates that it can stop safely behind a new and shortened permit of movement, then the TPE can deactivate its own TPE approach. This Approach Lockout withdrawal by TPE can be used within the interlocking logic to cancel your own approach lock for an equipped train and release the canceled route much earlier than would be possible with conventional logic, thus providing a significant improvement in performance.

Route Lock for a Second Train

Once a train enters a route, it is possible for a second train, and any subsequent train under the TPE protection also enter the same route. The fact that whether or not a train is allowed to enter a busy route is controlled by the logic within the interlocking and depends on the operational rules and requirements of railway application in particular. When such operation is allowed, the interaction between the TPE and the interlock ensures that the interlock maintains the control over the sequence of events. After entering the first train, which may or may not be under the control of the TPE, the interlocking must ensure that the logic of route entry before starting the process again for a second train When the first train on the route is detected, The interlocking removes the Authorized Route indication. This ensures that a defined sequence is followed for each train, instead of a design in which the TPE withdraws the Request to Proceed from first train and immediately reimpose it for a second train. He interlocking then waits until the Request for Proceed, your own indication of Proceed and Lock Approximation by TPE have been withdrawn, and until their own internal logic has been normalized before allowing the Establishment of an Authorized Route for a second train or a subsequent train. The establishment of an Authorized Route allows the interlocking interaction to start again and the TPE, if necessary, for another train.

In circumstances where a second train Receive permission to enter a route behind another train, all aspect of the shoulder should clear and display the additional appearance without exhibit a conventional appearance first.

It should be noted that the above realization is just one example, and that various alternatives are possible within of the scope of the claims.

Claims (19)

1. A train control system consisting of an interlocking to generate information, signaling processing equipment to communicate with a train to transmit safety information between them, and an interface between the interlocking and the processing equipment, in which the interface is bidirectional to allow the passage of signals between the processing equipment and the interlocking in both directions, in which the processing equipment passes indications between the processing equipment and the interlocking that modify the interlocking functions, and / or allow delegating specific interlocking functions to the processing equipment, in which the processing equipment indicates to the interlocking routes in which an approaching train is under the control of the processing equipment and in which the processing equipment only indicates that the train approaching a route is under the control of the processing equipment if the interlocking in It indicates that there is a valid route itinerary, characterized in that the processing equipment indicates to the interlocking that the train approaching a route is under the control of the processing equipment when the train has a permit that allows it to travel to the point of route entry. 2. A train control system according to the Claim 1, wherein the processing equipment indicates that the train approaching a route is under the control of the team processing when the train reports a position such that the train head is within a distance defined by behind the route entry point. 3. A train control system according to the Claim 1 or 2, in which the interlocking supplies the processing equipment an indication to proceed on a route specific indicating that the processing equipment can authorize the approaching train to enter said route specific. 4. A train control system according to the Claim 3, wherein the interlocking provides the equipment with processing an indication to proceed by a specific route if the appropriate signaling conditions that allow the entrance to the route, and the processing team indicates that the train approaching a route is under the control of the team of processing 5. A train control system according to the Claim 4, in which the interlocking maintains the indication  proceed by a specific route until one of the following events:

to)

he processing team removes the indication to the interlocking that the next approaching train is under the control of the equipment of processing; O well

b)

he interlocking detects a series of conditions in which it is emergency withdrawal of the indication to proceed by a specific route

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6. A train control system according to the Claim 5, wherein the processing equipment removes the indication to the interlocking that the train approaching a route is under the control of the processing team if the train inform the processing team that the train head has crossed the entry point to the route. 7. A train control system according to Claims 5 and 6, in which the processing equipment removes  the indication to the interlocking that the train approaching a route is under the control of the processing team if the interlocking removes the indication that it is an itinerary of valid route. 8. A train control system according to Claims 5 to 7, in which the processing equipment removes  the indication to the interlocking that the train approaching a route is under the control of the processing team if permission granted to the train no longer allows travel to the point of entrance to the route. 9. A train control system according to the Claim 3, in which the interlocking establishes an aspect to proceed specifically on the shoulder if an indication has been provided proceed by a specific route to the processing team. 10. A train control system according to the Claim 1 or 2, in which the processing equipment indicates to the interlocking the individual routes that are subject to blocking external approach. 11. A train control system according to the Claim 10, wherein the processing equipment initially indicates that a route is subject to blockage of external approach when the train approaching the route is under the control of processing equipment and interlocking indicates that there is a valid route itinerary. 12. A train control system according to the Claim 10, wherein the interlock prevents release of a route if the processing team indicates that the routes are subject to external approach lock. 13. A train control system according to the Claim 10, wherein the interlocking provides the equipment with processing an indication to proceed by a specific route, which indicates that the processing team can authorize the train entrance that approximates the specific route. 14. A train control system according to the Claim 13, wherein the interlocking only supplies the processing equipment an indication to proceed on a route specific, if signaling conditions are met appropriate that allow entry to the route, and the team of processing indicates that the route is subject to blocking external approach 15. A train control system according to the Claim 14, wherein the processing equipment removes the indication to the interlocking that a route is subject to blockage of external approach when the interlock removes the indication proceed by a specific route and the processing team already does not require that the external approach lock be maintained. 16. A train control system according to the Claim 15, in which the processing equipment is no longer requires external approach block if the train informs the processing equipment that the train head has pierced the entry point to the route. 17. A train control system according to Claims 15 and 16, wherein the processing equipment is already does not require external approach blocking if the equipment processing has not granted permission to pass the point of entrance to the route. 18. A train control system according to the Claim 15, in which the processing equipment is no longer requires external approach lock if a previously granted permission to transfer the entry point to the route, and the train indicates that it has stopped or can be stopped by behind the route entry point. 19. A train control system according to the Claim 15, in which the processing equipment is no longer requires external approach lock if a previously granted permission to transfer the entry point to the route, and enough time has elapsed for the train to cancel your permission to move and for the train to stop.